Change-speed gearing for aircraft propellers



y 1944- o. H. BANKER 2,348,716

CHANGE-SPEED GEARING FOR AIRCRAFT PROPELLERS Filed May 15, 1941 3 Sheets-Sheet l May 16, 1944. o. H. BANKER CHANGE-SPEED GEARING FOR AIRCRAFT PROPELLERS Filed Ma 15, 1941 3 Sheets-Sheetv 2 w mm cgzaezz 2 07 05m, flfiQ/Z/fef I 4 55 y 1944- o. H. BANKER 2,348,716

CHANGE-SPEED GEARING FOR AIRCRAFT PROPELLERS Filed May 15, 1941 vs Shets-Sheet .5

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A l fllszar H 37]?% 197" Patented May 16, 1944 CHANGE-SPEED GEARING FOR AIRCRAFT PROPELLERS Oscar H. Banker, Evanston, Ill., assignor to New Products Corporation,

tion of Delaware Chicago, 111., a corpora- Application May 15, 1941, Serial No. 393,571

I Claims.

This invention relates to change-speed gearing and particularly to such that is adapted for use between the engine and propeller of enginedriven aircraft.

The general object of the present invention is the provision of a novel and effective changespeed transmission inexpensive to adapt the same for use upon small aircraft, between the engine and propeller. By

employing such a transmission in which there is a speed reduction and torque multiplying power train, a propeller of fixed pitch sufllcient in amount to efliciently absorb the engine power developed at the desired part-load speed while the craft is cruising, can be driven by a comparatively small engine at a speed enabling rapid take-off, climb and acceleration. Thus the small craft with a fixed pitch propeller can be practically equipped to take-off with'short runs and to obtain rapid ascent without sacrificing operating efficiency while cruising, and to this extent approach the performance of the expensive variable pitch propeller installations upon the heavier more costly craft.

A more specific object of the invention is the provision of a compact change-speed unit including an over-running speed reduction power train normally disposed between a drive shaft and a propeller shaft, a higher ratio two-way-drive power train adapted to bridge the speed reduction train, and clutch means operably accessible to an operater stationed adjacently to the propeller shaft for establishing the higher ratio train whereby the propeller shaft can be rotated for cranking an engine connected with the drive shaft.

Another object is the provision of a new change-speed planetary gearing providing an overrunning speed reduction drive through its gears between a drive shaft and a hollow propeller shaft, a clutch for directly connecting these shafts, and a control extending inwardly through the propeller shaft for actuating the clutch.

Another object is the provision of a transmission according to the next preceding object, wherein the clutch control is manually operable, and wherein speed responsive means is also disposed in actuative relation with said control.

A further object of the invention is the provision of an aircraft change-speed gearing in which there is an overruning jaw clutch of which toothed components are pressable in ratcheting relation while a drive shaft is slowed to synchronism with a driven sufilciently light in weight and.

teeth for connecting the shafts in direct driving relation the instant of such synchronization.

A further object is the provision of an improved casing and propeller shaft arrangement in which the casing is attachable to an end of an engine and the propeller shaft extends axially through the, casing where it is journalled in a wall spaced from the engine and also in a bearing associated with the engine crankshaft.

A further object is the provision in a multispeed aircraft transmission unit of a low speed ratio train adapted to remain mobilized during operation of a higher ratio train between an engine and its propeller, and clutch means disengageable to disrupt the higher ratio train whereby operation of the lower ratio train in lieu of the higher ratio train is obtainable at will.

A still further object is the provision of an aircraft transmission gearing embodying a jaw clutch in an environment lending to its ease of installation and to its accessibility for operation by control means for meshing and demeshing the same.

These and other desirable objects inherent in and encompassed by the invention will become apparent from the ensuing description and claims together with the drawings, wherein:

Fig. 1 is a side elevational view partly in section of a transmission apparatus embodying a preferred form of the invention, together with a propeller member to be driven thereby;

Fig. 2 is afragmentary sectional view taken on the line 22 of Fig. 1 and illustrating bevelled end faces of teeth upon the counterparts of an overrunning jaw clutch employed in the apparatus;

Fig. 3 is a view similar to Fig. 1 but illustrating a modified form of the invention;

Fig. 4 is a fragmentary sectional view taken on the line 4-4 in Fig. 3, illustrating the teeth upon the counterparts of an overrunning jaw clutch used in this second form of the invention;

Fig. 5 is also a view similar to Fig. l and illustratlng a third embodiment of the invention;

Fig. 6 is a fragmentary sectional view taken on the line 66 in Fig. 5, showing the teeth of an overrunning jaw clutch in this third embodiment of the invention; and

Fig. '7 is a fragmentary sectional view lookirl'g backwardly in the transmission shown in Fig. 5 and illustrating the shifter fork and control therefor. I

Each embodiment herein disclosed has two shaft and to mesh said power trains of different speed ratio, the lower ratio train incurring speed reduction through planetary gearing and the higher ratio train incurring a direct drive connection between drive and driven members.

Referring now to Figs. 1 and 2, the form of the transmission apparatus shown in these figure will be seen to comprise a gear casing I securable to the front end of an engine It by means of bolts l2. A crankshaft l3 of the engine H serves as the drive shaft for the apparatus. A ring gear i4 is connected to the drive shaft l3 through a web portion l5 which has a backwardly directed internally splined hub portion 16 disposed upon a splined section of the shaft i3. A radial flange l1 upon the web l5 abuts against an end face upon the shaft 13 where it is held by means of a nut It turned upon a reduced and threaded end section is of said shaft.

The driven shaft 20 of the apparatus is in the form of a propeller shaft, it having a conical outer periphery to facilitate the fixing thereon of a propeller 2| of which only the hub portion is shown, in dot-dash lines. Said propeller shaft is hollow and is arranged coaxially with the drive shaft 13. Journalling for the propeller shaft consists of a ballbearing unit 22 mounted in the front wall 23 of the casing i0 and a set of needle bearings 24 confined within a race therefore circumscribing a cylindrical flange 25 extending forwardly from the gear hub portion It.

The back end of the propeller shaft 25 is connected with, and in this instance is integral with, a web portion 26 of a planetary gear carrier 21. A plurality of planet gear shafts 23 are carried non-rotatively in the carrier web 26 and in a forwardly spaced ring 29 secured to the web 23 by means of the usual studs (not shown) extending between said web and said ring at circumferentially spaced intervals between the planet gear shafts 24.

Planet gears 30 are respectively journalled upon the shafts 28 by means of sets of needle bearings 3i and mutually mesh with the ring gear I4 and a sun gear 32. Said sun gear has an integral sleeve portion 33 Journalled upon sets of needle bearings 34 and 35 which are adapted to roll circumforentially about the propeller shaft in respective recessed races 33 and 31 circumscribing the inner end portion of said shaft. The forward end of the sleeve 33 is shaped to effect a plurality of circumferentially spaced cam 'members (not shown) of a form well-known in the art whereby this end effects an actuator member 34 comprising a part of an overrunning holding device 39 which also comprises a plurality of rollers 40 and a ring 4| having an inner cylindrica1 periphery 42 against which said rollers are adapted to be wedged by said "cam members to prevent clockwise rotation of the sleeve 33 and of the sun gear 32, as viewed from the front or from the left in Fi 1. A series of bolts 43 extend through the front wall of the casing l0 and through apertures 44 in a flange 45 of the holding device ring 4| to prevent rotation of said ring.

The present embodiment, as explained above, has two power trains through which the propeller shaft 20 is alternatively drivable from the engine H. Of these trains the speed-reduction and torque multiplying train includes the planetary gearing unit just described and the overrunning device 39 which in the present invention embodiment serves as a one-way brake. The other power train includes an overrunning Jaw clutch 48 which consists of a toothed driving'counterpart 41 integral with the flange 25 and a toothed driven counterpart 43 upon the forward end of a sleeve 49 splined to an internal section of the propeller shaft as indicated at 50. Thus it will be seen that when the teeth 5! and 52 of the clutch counterparts 41 and 43 are meshed, the propeller shaft 20 will be directly connected f0; rotation with the shaft l3.

The sleeve 49 together with a reduced end portion 53 of a shifter rod 54, axially slidable within the propeller shaft 20, effect a chamber for a helical expansion spring 55. This spring reacts between a shoulder 56 upon the rod 54 and a flange 51 upon the sleeve 49, and when the rod 54 is in its forward position illustrated in Fig. 1 the spring 55 will retain the flange 51 in abutting relation with a stop member 53 screwed onto a threaded end section 59 of said rod.

Speed responsive means, responsive to the speed of the propeller shaft 20, for controlling the engagement and disengagement of the clutch 43 is contained within a housing 60 carried upon the forward end of the propeller shaft. The back wall of this housing consists of a disk-like member 6| which may be secured to the propeller hub and which, together with said hub, is pressed axially backwardly onto the propeller shaft by a threaded member 62 turned on to a threaded section 63 of the said propeller shaft. Thus the plate 61 in addition to providing a part of the housing for the speed responsive mechanism may also serve as a part of the means for securing the propeller upon the shaft 20.

A hearing sleeve 84 is also associated with the forward end of the propeller shaft 20 and has an outwardly projecting flange 65 which is engageable between a flange 66 of the threaded member 62 and the end of the propeller shaft. Said sleeve 64 reciprocally supports a section of the shifter'rod 54 which is hollow throughout its portion of greater diameter as illustrated in Fig. 1. This rod is normally held forwardly by means of a helical spring 51 which reacts between a flange 63 thereon and a stop member 63 held in place within the propeller shaft by a snap ring II. A bolt H having a reduced end section 12 inserted in the forward end of the rod 54 is provided with a diametric slot 13 which receives heel portions 14 of a pair of inertia weights 15 of which one is shown in Fig. 1. Each of the weights 15 is pivoted as at 13 upon fulcrum support arms 11 integral .with the threaded member 32. Said weights are pivotal between oscillative limits respectively illustrated by the full line and the dotted line positions thereof in Fig. 1. When the propeller shaft 20 is at rest or rotating at slow speeds the spring 61 will exert sufficient force upon the flange 68 of the rod 54 and therefore upon the heel portions I4 of the weights I5 for maintaining these weights radially inwardly in the full line position.

In the operation of this form of the invention. assuming the engine II to be rotating at idling speed, the propeller shaft 20 and the propeller carried thereby will be caused to rotate at a somewhat slower idling speed. The low speed power train establishing this driving connection between the propeller shaft and the engine consists of the ring gear l4 of which the hub is is connected nonrotatively with the drive shaft 13 driven by the engine, the planet gears 30 and the planet carrier 21 which in the present instance is integral with the propeller shaft. Due to the resistance of the propeller to rotation, the planet carrier 21 connected therewith resists rotation so that as the ring gear 14 is rotated counter- 1 plnions 38 react against the sun gear 82 as a fulcrum therefor, tending to rotate this sun gear, the sleeve 33 and the overrunning brake actuator member 38 clockwise. However, as above explained, the cams (not shown) upon the actuater member 38 will then cause the rollers 40 to be wedged against the inner periphery of the ring 4| and thus constrain these parts against such clockwise rotation. Consequently the planet gears 30 will be caused to roll about the toothed periphery of the sun gear while advancing the carrier 21 and the propeller shaft 20 connected therewith at reduced speed with respect to the drive shaft. This low speed power train remains in driving relation between the propeller shaft 20 and the engine when the latter is speeded up for driving the propeller at takeoff speed. However, upon the attainment of this speed or of any other selected speed, the inertia weights 15 will develop suflicient centrifugal force to cause them to pivot outwardly to the dotted-line position while their heel portions 14 shift the rod 54 axially inwardly against the force of the spring 61. Pursuant to this inward movement of the rod 54, the shoulder 55 will advance the spring 55 and hence the clutch counterpart l8 inwardly to place the teeth 52 thereon in ratcheting relation with the teeth on the clutch counterpart 47, it being understood that at this time the counterpart 4! will be rotating faster than the counterpart 48. Such ratcheting is facilitated by the bevelled end faces F upon the clutch teeth as shown in Fig. 2. The force with which these counterparts are pressed together is determined by the strength of the spring 55 since inward movement of the rod 54 is limited to such as that incurred by movement of the inertia weights 15 into the dotted line position where they abut against the housing wall. This movement of the rod 54, however, will be suflicient for compressing the spring 55 enough that the latter, upon synchronization of the clutch counterparts 41 and 48, will slide the counterpart 48 into mesh with the counterpart 41.

After completing the take-oil and climb to the desired altitude the operator may initiate an automatic shift into the direct drive power train by momentarily closing the engine throttle to cause deceleration, due to engine compression, of the shaft l3 and hence of the clutch counterpart 41 with respect to the clutch counterpart 48 as permitted by the overrunning device 39. That is. the overrunning device 39 permits the sun gear 82 and the carrier 21 with which the propeller shaft is connected to overrun the ring gear H with which the engine crankshaft is connected. Upon deceleration of the engine sufficiently for the clutch counterpart 41 to synchronize with the counterpart 48 the spring 55 will shift said counterpart 48 rearwardly for meshing the teeth 5| and 52 and thus establishing the direct drive connection or power train between the engine and the propeller shaft. This driving connection will be established for operating the craft under cruising conditions when it will be desirable to drive the engine at lower speed, and, inasmuch as the low ratio train is available to enable the engine to develop enough power for driving a comparatively large pitch propeller fast enough for take-oil, the craft can be equipped with a propeller having a pitch adequate for efileiently absorbing the power developed by the engine when driven at the slower speed while the craft is cruising.

While cruising, the operator may wish to reestablish the first speed train to obtain more removing the load from the clutch by momentarily closing the engine throttle the sprin 61 will disengage this clutch.

In cranking the engine by manually rotating spring 51 will onbefore the inertia driven at a speed suflicient to enable them to hold said spring 5'! compressed, wherefore, immediately after the engine starts, the apparatus will be connected in the low speed connection preparatory to the take-01f.

Separation of the inertia weights 15 from the transmission device proper and into the housing 50, makes it possible to construct the transmission gearing and its housing II with greater compactness' and this in turn makes it possible to distance between the propeller and the engine whereby a rigid support for the propeller is more readily obtained. Furthermore, the housing 60 can be formed with a dome-shaped cover plate as the plate at I8 so that this casing will improve the streamline contour of the craft.

The general arrangement and operation of the change-speed apparatus shown in Figs. 3 and 4 is similar to that of the above described appa-,

ratus, this second form also having two power trains of which one tween the engine and the propeller shaft. Insofar as parts in this second embodiment of the invention correspond to parts in the first described embodiment, they will be designated by the same reference character with an a added.

In this second embodiment the sun gear 32a of a planetary gear unit i drivingly connected with the crankshaft lid of the engine whereas the ring gear Ha of such unit is connected by an annular web with the actuator member 38a of an overrunning device 39a. The reaction ring a of this overrunning device is suitably fixed to the engine by any standard means such as bolts (not shown): As in the first embodiment the planet carrier 21a is drivingly connected with is integral with the propeller shaft 20a, and a ball bearing unit 22a serves as a Journal for this casing Illa.

A sleeve-like extension 8|, which is drivingly connected with (and in this instance integral with) the sun gear 32a, is iournalled within the propeller shaft 20a upon set of needle bearings 82 and 83 and has, as a part thereof, a toothed counterpart 41a of an overrunning Jaw clutch 46a. The driven component 48a of the clutch 46a is integral with a spring-pressed sleeve 89a connected by splines 50a to the inner periphery of the propeller shaft wherefore this shaft will haft in the front wall of the atable bolt Ila.

be directly connected with the engine-driven shaft I30 through the extension 8| when the clutch 46a is engaged. A nut 58a turned upon the threaded inner end portion 530. of a shifter rod 54a erves as a stop member, limiting axial movement of the clutch counterpart 48a inwardly under the force of a spring 55a reacting against a shoulder 56a of such rod. A stop member 69a for the inner end of the speed responsive device spring 61a abuts against the forward ends of the splines at 50a upon the inner periphery of the propeller shaft, and a sleeve portion 84 of said stop member serves as a bearing in which the hollow cylindrical portion of the rod 54a can be shifted axially. A flanged head 85 upon the front end of the rod 540. engage the opposite end of the spring 61a.

The threaded holder member 62a for the inertia weights a in this instance is additionally provided with a bearing bracket 86 having 9.

bearing 81 disposed coaxially with the propeller shaft a and for supporting a manually actu- As in the first embodiment, a disk-like portion Bla. which forms a part of a housing 60a for the speed-responsive mechanism i instrumental in securing a propeller Zla in place upon the propeller shaft. The propeller hub is provided with an inner sleeve 88 splined at 89 to the pro-peller shaft 20a and having a circular flange 90 upon its back end, suitably apertured for receiving .machine bolts 9| which are passed through apertures in the housing disk 61 and in the propeller hub.

While the engine is rotating at low speeds the ropeller shaft 2011 will be driven through the low speedratio power train which includes the sun gear 32a, planet gears a which are caused to roll about the toothed periphery of the ring gear Ma, the carrier 270. which is advanced with the thus rolling planet gears, and said propeller shaft. Backward rotation of the ring gear Ida by the planet gears reacting thereon during operation of the first speed train is prevented by braking action of the overrunm'ng unit 390.. Dur

' ing operation of the first speed. power train while the engine is operating at idling speed the propeller shaft 20a will of course be driven at a somewhat slower idling speed which permits the spring 67a to hold the rod 54a forwardly in the position shown in Fig. 3 against the slight force exerted by the weights 15a tending to move the rod backwardly. Consequently the teeth of the overrunning jaw clutch counterparts 41a and 48a will be out of engagement. When, however, the propeller shaft is driven sufficiently fast for propelling the craft for take-off or under normal cruising conditions, the weights 15a will develop suflicient centrifugal force to cause them to pivot about their shafts 16a whereby their heel portions He will shift the rod 540. backwardiy while compressing the spring 61a. Meanwhile the spring 55a will first be moved to bring the bevelled end faces Fa upon the clutch teeth 52a into ratcheting engagement with the corresponding end faces of the clutch teeth 5la and thereafter said spring 55a will be compressed while the reduced section 53a of said rod 540. projects backwardly through the opening 92 in the flange 51a. Following the take-off and climb to the desired altitude the operator may shift from the low speed train into the higher ratio direct train by closing the throttle of the engine and thus causing the shaft like to decelerate with respect to the propeller shaft 200 as permitted by the overrunning unit 390., to bring the clutch counterpart 41a into synchronism with the clutch counterpart 480. whereupon the then compressed spring 55a will force the clutch teeth 52a axially into mesh with the teeth 5la. At this time the direct drive connection will be established while overrunning of the unit 390, continues.

It should be noted that the spring 61a is the stronger of the two springs 61a and 55a and provides the substantial part of the yielding opposition to centrifugal force of the inertia weights file. On the other hand, the spring 55a is made with only suflicient strength to force the clutch teeth 52a into mesh With the teeth -5Ia when the clutch counterparts are synchronized. Hence the spring 55a will press the clutch teeth only lightly together during ratcheting so as to avoid noise and injury to the teeth.

While cruising, a shift to the first speed connection is brought about by the same maneuver as that explained above, namely, by decreasing the speed of the engine and propeller until the spring 61a can predominate over the centrifugal force of the weights 15a, and while this condition obtains allowing the engine throttle to be closed whereby the clutch 46a will be substantially free of load so the spring 61a can then slide the shifter rod 54a forwardly to the position shown in Fig. 3 incident to drawing the nut 58a forwardly against the flange 51a and moving the clutch counterpargt 48a out of mesh with the counterpart 41a. This disconnects the direct drive train so that the drive may be taken up through the low speed train by again accelerating the engine.

It will be observed that the direct drive train can be established for cranking the engine by means of the propeller by manually pressing inwardly upon the button Ila to move the shifter rod 54a and the clutch counterpart 48a rearwardly against the force of the spring 61a to engage the clutch 46a. While the clutch 46a is thus engaged the propeller can be spun for cranking the engine and when the starting torque is released from the propeller the spring 61a will disengage the clutch 46a wherefore the propeller shaft 20a will be drlvingly connected with the engine through the first speed power train preparatory to take-off.

The third form of speed reduction gearing, shown in Figs. 5 and 6, is also a two speed arrangement, the first or low speed connection being obtained through planetary gearing as in the above described embodiments and the hi her speed being a direct drive connection in which the drive shaft and the propeller shaft are caused to rotate at the same speed. In this particular form of the invention, an overrunning jaw clutch similar to those above described and connectible for establishing the direct drive connection is associated with manually operable means, although it will be understood that an auxiliary speed responsiv mechanism might be provided for actuating the shifter means which controls the engagement and disengagement of this clutch.

Referring now to Fig. 5 this transmission is shown enclosed in a casing I00 having about its back end a flange fill in which there are apertures for bolts I02 which serve to hold the apparatus upon the front end of an engine block (not shown) and in coaxial relation with an engine crankshaft I03 which serves as the transmission drive shaft. Only a reduced threaded end section of the shaft I03 is shown, there being a nut H14 turned upon this end section of the with the planet gear carrier ltd crankshaft to retain the hub ltd of a ring gear m6 in non-rotative relation with said shaft.

Said hub m is hollow to facilitate the journalling therein, upon needle bearings llll, of a reduced end portion ltd upon the back end of a hollow propeller shaft its. A central section of said propeller shaft is journalled in the front wall of the casing lilo upon a ballbearing unit Ho. The outer periphery ill at the forward portion of said propeller shaft is conical to facilitate attachment thereto of a propeller (not shown).

The low speed power train includes said ring gear I06, planet gears H2 meshed with said ring gear and journalled upon respective shafts I It in a planet gear carrier lit, a sun gear M5 to-. gether with an overrunm'ng unit Hi6 which pre- Vents backward rotation of the sun gear during operation of said low gear speed train, and a sleeve member lll which is a part of the back plate of the carrier lid and which is splined to the back end of the propeller shaft at its. A nuiwlld holds the splined parts its and lil against axial separation. An actuator member 923 for the overrunning unit lid is integral with the forward end of a sleeve shaft l2l upon which the sun gear is formed. Clutch rollers R are adaptedto member Hi9 against the inner cylindrical periphcry of a ring 522 which is part of the unit i it. Said ring is fixed to the casing 5669 by means of bolts H3. The cams (not shown) upon the actuator lit are R against the ring 522 only when the sun gear no tends to rotate clockwise as viewed from the front of the device but fail to so wedge the rollers when the sun gear tends to rotate in the opposite direction whereby the sun gear cannot rotate clockwise but is free to rotate counter-clockwise. Thus the over-running unit lid is adapted to prevent backward or clockwise rotation of the sun gear llli during operation of thefirst speed train.

meeting a shift from the first speed train to the direct drive train involves the engagement of an overrunriing jaw clutch 2l including counterparts M5 and 925 respectively connected and with the sun gear M5. The counterpart H is integrfi with the forward side of the carrier t it, and comprises a ring of teeth it? having bevelled end faces 4123. The counterpart ltd comprises a ring of teeth lid on which there'are bevelled end faces lit, said counterpart i725 being integral with a shifter ring lill. having internal splines i33 for non-rotatively connecting the same with the exteriorly splined sleeve shaft tZl. Axial movement of the clutch counterpart B26 is efiected by means of a shifter fork l33 pivotally mounted upon a cross shaft iil l and having with in the ends of its legs pivotal studs or shoes ltd which project into a groove E36 circumscribing the ring iii. A spring i3? is wrapped about the hub of the shaft l 3 3 and has one end ltd hooked about a leg of the shifter fork and an opposite end ltd bearing against a wall of the casing. This spring is? therefore constantly urges the shifter fork to pivot clockwise and thus be operative through the studs I for shifting the ring 53f rearwardly for pressing the end faces l3tl of the teeth ltd against the end faces MB of the teeth i2? for meshing such teeth, depending upon whether the clutch .counterparts are synchronized with the teeth relatively circumferentlally disposed for meshing. Howbe wedged by the-"actuator' adapted to wedge the rollers connection he can do so ever, a boss 53% fixed to the shaft lid is disposable in abutting relation with a projection I391) on the fork to hold the clutch disengaged. There is also manually controlled means including an arm i390 fixed to the shaft i554 and a linkage (not shown) reaching from said arm into convenient reach of the operator, and by means of which he can forcibly move and retain the shifter fork in the position shown or release said fork to place the clutch l2. under control of the spring l3l.

For take-off, climb and fast acceleration the propeller shaft I09 will be driven through the low speed power train above described, and during operation of this train while the clutch counterpart M5 is rotating counter-clockwise relatively to the counterpart l26 which will be stationary, the operator may manipulate the aforesaid manual control means for releasing the shifter'fork I33 and placing it under control of the spring I371 whereby this spring will place the clutch teeth H9 in ratcheting relation with the clutch teeth ltl. Thereafter when the operator desires to shift into the direct drive by closing the engine thiottlc and thus causing the engine crankshaft and the ring gear I lit connected therewith to decelerate with respect to the propeller shaft m9. During this deceleration of the ring gear m5 relatively to the propeller shaft li o and hence relatively to the sleeve ill and the planet carrier Ht connected with said sleeve, the sun gear H5 and the clutch counterpart E26 connected therewith will be accelerated counter clockwise. Eventually the clutch counterpart will attain the same speed as the carrier Md and the counterpart l25 connected therewith whereupon the spring (13? will cause meshing of the clutch counterparts and establishment of the direct drive power train. When the clutch is thus meshed the sun gear H5 will beheld against rotation relatively to the planet carrier litwhereby the planetary gearing unit will have all of its parts locked against relative rotation so that the carrier which is non-rotatively connected with the propeller shaft we will be caused to rotate at the same speed as the ring gear lot which is connected non-rotatively with the crankshaft. Meanwhile the sun gear and the sleeve 52B will rotate counter-clockwise as permitted by the overrunning unit 5 it.

If at any time the operator wishes to establish the low speed power train between the englue and propeller shaft as when desiring more power to meet an emergency, he will manipulate the aforesaid manually controlled means for rotating the cross shaft tilt and the shifter fork up through the low speed train which remained mobilized during operation of the direct drive connection. The apparatus is therefore operable both quickly and positively to avail the emergency power train.

While I have herein shown and described a limited number of embodiments which are thought adequate for clearly disclosing the invention, it should be understood that the intern tion is not limited to this specific disclosure but comprehends other constructions, arrangements of parts and details falling: within the spirit thereof.

I claim:

1. In an engine-driven aircraft employing a change-speed transmission between its engine which the propeller and a propeller, said g sesame I propeller having a hula control means for said transmission extending driven by an engine, said propeller having a hub,-

a change-speed transmission normally establishing an overrunning driveconnection between said engine and the propeller, means. operable "to establish a two-way-drive connection through propellerv and through which the propeller is effective, when rotated, for cranking theengine, and control means for said two-way-driveestablishing means, and said control means extending from the transmission through the propeller hub to the opposite side of the propeller from the engine accessible to an operator stationed at the propeller for rotating the same.

3. In a vehicular craft employing a propeller driven by an engine, a change-speed transmis- .{said transmission between said engine and the prising a planetary gear journalled on said car sion disposed betweenthe engine andpropeller,

said propeller having a hub, saidtransmis'sion comprising a power train of low speed ratio normally interposed between the enginejand projournalled on said carrier and-mutually meshed vwiththe sun and ringgears, drive and driven shafts coaxial with said coaxial gears, one of said shafts being drivingly connected with the carrier and the-other of said shafts being drivingly connected with one of the coaxial gears, an overrunning holding device includin a fixed part and a part rotatable only forwardly relatively to the fixed part and coaxially with said coaxial gears,

said rotatable part being connected with the other of the coaxial gears to hold the same against backward rotation whereby the planet gears can react thereagainst for causing forward rotation oi' the carrier at reduced speed with respect to the one coaxial gear .while the latter is rotated forwardly, one of said shafts being hollow, and law clutch means in the hollow portion of said shaft and including counterparts respectively connected with said shafts and meshable to drivingly connect said shafts independently or the planetary gear unit.

6. Change-speed transmission apparatus comunit including coaxial gears of. which one is a sun gear'and the other a ring gear, a planet ge fer and: mutually meshed with the sun andrin'g gears, a hollow shaft d'riv-' ingly connected with the carrier and journalled coaxially with the coaxial gears, a second shaft "and journalled coaxially therewith, an overrunnlhg holding device peller, said power train including an, overrun-' ning holding device by peller is free to rotate forwardly at a speed exceeding that at which said power train if opervirtue of which th'eproating would drive the same, said transmission 7 also comprising a power transmitting connection of higher speed transmitting ratio, than the'normally interposed train and establishable in twoway-drive relation between the engine and propeller, control means operable to estpblish said higher ratio connection, and said control means extending from the transmission through the propeller hub to the opposite' si de or the propeller from the engine within" convenient access of an operator stationed at the propeller preparatory to rotating the same for cranking the engine.

drivi'ng'ly connected withone of the coaxial gears including 'a fixed part and a part rotatable only forwardly relatively to the fixed partand coaxiallywith the coaxial gears, the rotatable part being connected with the other coaxial-gear to hold the same against backward rotation while the planet gears react thereagainst for causing forward rotation of the carrier and hollow. shaft at reduced'speed with respect to the one coaxial gear and the second shaft while the latter; is rotated forwardly, and'clutch meaniin said hollow shaft and including counterparts reinziectively connected with saidshafts and en- 4. In a vehicular craft employinga propellerdriven by an engine, a hollow propellei shaftupon is mounted, i a' change-speed transmission disposed between said propeller shaft and the engine, said transmission compris--' mg a power transmitting connection oflow speed transmitting ratio normally :interposedfbetween the engine and propeller shaft; saidy'coiinection including an overrunning holding device by 'v'irtire of which the propeller shaft is .freeto'rotata exceeding that at which forwardly at a speed I said connection if operating would drive the same,

said transmission also comprising apower transmitting connection of higher. peed transmitting ratio than the normally interposedconnection and establishable in twc-way-drive relation between the engine and propeller shaft, control means operable to establish said higher ratio connection and comprising actuator means extending outwardly from the transmission axially through said propeller shaft and beyond the end thereof within convenient access of an operator stationed at the propeller preparatory to rotatins the same for cranking the engine. I

5. Change speed transmission apparatus comprising a planetary gear gears of whlch'one-is a sun gear and the. other a ring gear,a planet gear carrier and planetgears' unit including coaxial drivingly driven craft, a planetary gear unit including co-' axial'flgears, a planet gear carrier and planet gears journalled on the carrier and mutually meshed with the coaxial-gears, a hollow propeller shaft connected with said. carrier and journalled coaxiallywiththe' coaxial gears, a drive ,v'shaft d-rivinglyconnected with one of the coaxial gears and journall'ed coaxially therewith, an overrunni'ng holding device including a fixed part and {a part rotatable only in one direction relatively to the fixed part and coaxially with the coaxial I being connected with gears; said rotatableyart the other coaxial gear to holdthe same against backward rotationfwhile the: planet gears react thereagainst for effecting forward rotationof the carrier and propeller shaft at reduced speed with respect to the one coaxial gear while the latter is rotated forwardly, clutch means between said. shafts and including counterparts respectively connected with said shafts and engageable to connect said shafts for rotation in unison, and actuating means for said dlutch means, comprising means projecting axially outwardly through into a position of i accessibility at an end thereof.

8. In achange-speed transmission employable lbe ween-the propeller and engine of an engine-.

'.driven' craft, a planetary gear unit including coar carrier and planet'gears 2,348,716 axial gears,. a carrier journalled coaxially with said gears and planet gears journalled on said carrier and mutually meshed with said coaxial gears, a hollow propeller shaft disposed coaxially with and drivingly connected with the carrier, a drive shaft disposed coaxially with and drivingly connected with one of the coaxial gears, an overrunning holding device including a fixed part and a part rotatable only in one direction relatively to the fixed part and coaxially with the coaxial gears, said rotatable part beingconnected with the other coaxial gear to hold the same against backward rotation while the. planet gears react V thereagainst incident to effecting forward rotation of the carrier and propeller .shaft at reducedspeed relatively to the "drive shaftzand the onegearwhile the latter is rotated forwardly clutch-means between and connected .withjsaid shaftsjand operable for connectingsaid-shafts.

forfrotation in unison, speed responsive means 120 uponj -andresponsive to the rotational speed of the propeller shaft, and actuating means for said v.

' means extending axially outwardly through the above a predetermined minimum to operate said actuating means, while the lower ratio connection is in operation, for pressing the teeth of said counterparts into ratcheting relation preparatory to meshing them upon predetermined deceleration of the 'engine relatively to the propeller shaft.

for craft propelled by an engine-driven propeller, an engine-driven drive member, a hollow propellershaft having apropeller attaching sectionupon its outer periphery; a low ratio power train normally connected betweenisaid engine-driven member and thepropellenshaft' and being over? running in characterso' theiengine-driven mem 'ber can decelerate relatively; to "the propeller 1 shaft while said train remainsmobilized, a higher ratioypower-train including an overrunnin'g jaw,-

clutch com-prising counterparts respectively connectedwith the engine-driven member and with the propeller shaft; the; counterpart connected with the propeller'shaft having a 'splined connection therewith so such counterpart can be moved hollow portion-ofthe propeller-shaft foroperation' I under control of the speed responsive meansfi -9;" Thecombination set forth in claim 8, and

wherein said clutch means comprises toothed counterparts respectively connected with said, shafts and relatively axially movable to mesh their teeth for connecting the'shafts together for rotation in unison, said teeth upon each counterpart having end faces whichare disposed in opposed relation with the corresponding end faces upon the teeth of the other when the teeth are demeshed, said counterparts being normally-disaxiallythereof into meshwith the other counterpart for est'ab1i'shing'=,th' higherratio train in drivinggrelation between'tliepropeller shaft and V *the enginerdriven" member; speed responsive means comprising inertia weights upon the outer end of the propeller shaftaan'drotatable therewith, a rod slidable axially of and within the hollow portion of the 1 rod inwardly of the propeller shaft'with a force posed vwith their teeth demeshed and said opposed teeth end faces being bevelled to facilitate ratch .etin'g when they are placed in abutting relation. while the drive'shaft is rotatlngvfaster thanthe propeller shaft, and the speedre'sponsivemeans a' predetermined minimum, to operate the-"clutch actuating means for placing thejteeth in such,

constituting a function ofvth'espeed of saidshaft,

a spring in :said shaft for reacting against said 7 rod in ppositionto the weights a second pring disposed between'-the rodand the axially movable clutch v counterpart and operable to press said countrpartiin'to ratcheting frelation with the being ;operable,= when subjected to 's p ee dsabove other counterpartfiwhen, during operation of the low ratio train, theprop'eller shaft attains a speed at which thewei'ghtsfforceitherod inwardly of abutting and ratcheting, relation and tofforCethe teeth into meshmpondeceleration of. the; drive shaft; and the counterpart connectedtherewithto synchronism with the propeller shaft andiithe counterpart connected therewith.

10. In change-speed transmission apparatus for craft propelled by an engine-driven propeller,

a plurality of different speed ratio power trans-' mitting connections, a hollow propeller shaft nor-l mally connected with the engine through a lower speed transmitting ratio of 'saidtrains and in cluding a propeller attaching section upon its put'erperipherm clutch means operable toestablishfla higher speed transmitting ratio of said connections in driving relation betweenthe propelli' shaft and said engine, and'actuating means extending axially inwardly through the hollow 's'aid clutch v I y a w v wllJThe combination set forth in claim 10,-and

wherein the lower ratio of said connections is free-wheeling in character wherefore the said engine can decelerate relatively to the propeller shaft While said lower ratio connection remains mobilized, wherein said clutch means includes toothed counterparts respectively copnected withthe engine and with the propeller shaft'and relaportionof saidlshaft into operating relation with I l the. propeller shaft a predetermined-amount and preparatory to meshing, .Isaid v counterparts up'on chronism with the! propeller shaft.

deceleration of the:engine-dri ven member to syn '-13.--In change spee'd apparatus for drivingly' connecting the crankshaft of an aircraft engine with a propeller, a casing attachable to an end] ofthe engine-and including an outerend wall disposed in spaced relation vfrom such end of the engine whenrthe casing is so attached, prope ler shaft bearing means adjacently to'th'e inner end of said vcasing for disposition coaxially with-the ing section projecting rier journalled coaxiallyfwith the propeller shaft and comprising a web. portion disposed axially inwardly of the casing v rierr web portion with] the propeller shaft, a sun tively movable axially or thepropellershaft ,to

--mes"h--their teeth for establishing the higher ratio connection; and wherein there is speedresponsive means associated with the outerendof the pro pelle'r shaft. and" responsive to speeds thereof with; saidsun; and {ring tatablel with; the {sunygear .coaxially about the gear axiallyfoiitwardly-iof thecarrier web portion, planet "gears onusaidcarrier and mutually meshed gears; a sleev'eisha'ft roi propeller shaft-and projectingaxially' outwardly.

from the 'siihgea'r, an overrunningbrake device I 12. In change-speed transmission apparatuspropeller shaft and connected with said weights so the latter urge, the

witnrespect to/the ring- .gear, means non-rotatively connecting said car-.

disposed between an outer end portion of the sleeve shaft and a portion of said casing and operable while reacting against the casing to hold the sleeve shaft and sun gear against backward rotation during forward rotation of the ring gear with the crankshaft whereby the planet gears can react against the sun gear for driving the carrier and the propeller shaft connected therewith forwardly at reduced speed with respect to the crankshaft, an overrunning jaw clutch comprising toothed counterparts rotatable coaxially of the propeller shaft and disposed therein, one of the counterparts being connected for rotation with the propeller shaft and the other being connectible with the crankshaft whereby during the aforesaid rotation of the propeller shaft at reduced speed said other counterpart is rotated at greater speed than the one counterpart, said other counterpart being deceleratable with the crankshaft relatively to the one counterpart and the propeller shaft incident to overrunning said overruning brake, and speed responsive means operable upon attainment of a predetermined speed by said propeller shaft to urge said clutch counterparts into mesh and to thus efiect such meshing upon deceleration of said other counterpart to synchronism with the one counterpart.

14. The combination set forth in claim 13, and wherein said speed responsive ,means comprises inertia weights pivotally disposed upon the outer end of the propeller shaft for centrifugal response to the speed of said shaft, and actuating means for said jaw clutch extending outwardl; through the hollow portion of the shaft into connection with said weights for control thereby.

15. In change-speed apparatus for drivingly connecting the propeller and engine crankshaft 01' craft propelled by an engine-driven propeller, a casing attachable to an end of the engine and including an outer end wall disposed in spaced aeaarre relation from such end or the engine when the casing is so attached, a hollow propeller shaft extending inwardly of the casing through said front wall and having a propeller attaching section disposed outwardly from said wall, a rin gear in said casing coaxially with the propeller shaft, 9. sun gear in said casing coaxially with the propeller shaft and for coaxial driving connection with the crankshaft, planet gears mutually meshed with the sun and ring gears, a carrler for said planet gears and having a web portion upon its outer end non-rotatively connected with the propeller shaft, an overrunning brake device operable between the ring gear and a part non-rotatable relatively to the casing to hold said ring gear against backward rotation during forward rotation of the sun gear with the crankshaft wherefore the planet gears can react against said ring gear for driving the carrier and the propeller shaft connected therewith forwardly at reduced speed relatively to the crankshaft, an overrunning jaw clutch comprising toothed counterparts rotatable coaxially of the propeller shaft and disposed therein, means for respectively connecting said counterparts with the propeller shaft and with the crankshaft whereby during the aforesaid rotation of the propeller shaft at reduced speed together with the one counterpart connected therewith the other counterpart is rotated at greater speed, said other counterpart being deceleratable with the crankshaft relatively to the one counterpart and the propeller shaft incident to overrunning said overrunning brake, and speed responsive means operable upon attainment of a predetermined speed by said propeller shaft to urge said clutch counterparts into mesh and to thus effect such meshing upon deceleration of said other counterpart to synchronism with the one counterpart. OSCAR H. BANKER. 

